Airplane-fuselage



w. L. GILMORE AND 1. F. MEAbE.

AIRPLANE FUSELAGE. APPLICATION FILED ocT, I0. 1910.

Patented Oct. 12,1920.

5 SHEETS-SHEET I.

anua'wrow WILLIAM LGuMone Joann F Mme:

W. L. GILMORE AND J. F. MEADE. AIRPLANE FUSELA'GE.

. I APPLICATION EILED OCTn 10. 1918. 1,355,741. Patented Oct. 12,1920.

5 SHEETS-SHEET 2.

\ l (\1 m v 2 L avwewfoza/ YSILLIAM L.G|LM0I.I: O-SEPH F. MEAD: $51 GHQ/1,14

W. L. GILMORE AND J. F. MEADE.

AIRPLANE FUSELAGE. APPLICATION FILED OCT. 10. I918.

Patented Oct. 12, 1920.

5 SHEETSSHEET 3.

. W. L. GILMORE AND J. F. M EADE.. AIRPLANE FUSELAGE.

. APPLICATION FIVILED oc 1 FIG. 6

Patented Oct. 12, 1920.

5 SHEEi'S-SHEET 4.

anve'nfom, WILLIAM LGILMORE dosz n F.- MEAD:

W'. L. GILMORE AND J. F. MEADE.

AIRPLANE FUSELAGE.

APPLICATION FILED 0cT.10. I918.

1,355,741; I Patentd Oct. 12,1920.

5 SHEETSSHEET 5.

5] nvewtou WILLIAM L.. GILMORE 'the cockpit station of the PATENT former.-

WILLIAM L. GILMORE,

NEW YORK, ASSIG'NORS, BY MESNE AND MOTOR CORPORATION, OF BUFFALO,

YORK.

0F GARDEN CITY, AND JOSEPH F. MEADE, OF ROOSEVELT,

ASSIGNMENTS, TO CURTISS AEROPRANE NEW YORK, A CORPORATION OF AIRPLANE-FUSELAGE.

Application filed October 10, 1918.

T 0 all whom it may concern:

Be it known that we, WILLIAM L. GILMORE and JOSEPH F. MEA'DE, citizens of the United States, residing at Garden City and Roosevelt, respectively, in the county of Nassau and State of New York, have invented certain new and useful Improvements in Airplane-Fuselages, of which the following is a s ecification.

)ur invention relates to airplane bodies and more particularly to fuselages or nacelles.

Ordinarily the fuselage of an airplane is designed to accommodate the power plant, the fuel tank or tanks, the control mecha nism, and if a military machine, the ordnames with which the machine is equipped. Of the two types of fuselage now extant, to wit: the monocoque type and the trussed type, the latter is by far the most common, and the invention, except as to certain structural features adaptable to both types of fuselage, relates specifically to the trussed type or the type embodying longerons, wiring and an outer covering preferably 0 either fabric or veneer.

The invention per se relates more particularly to the following structural features, to

wit: the engine bed mounting; the draft system; the connection or connections between the landing gear struts and the fuselage; the seat support; the fuselage diaphragm arrangement with respect to the landing gear struts, the engine bed and the draft system; the cockpit and cockpit flooring construction;'the fuselage wiring arrangement at fuselage; and the tail plate construction of the fuselage with relation to the empennage of the machine. These features of fuselage construction as hereinafter pointed out, give added strength where strength is most needed; minimize Weight and material Without sacrificing strength; add to the comfort and convenience of the occupant or occupants'of the machine; andv collectively considered enhance compactness and reduce production cost. In determining, however, just exactly what the invention consists of, reference should be had to the' appended claims, for in the claims the characteristics of the invention are fully and accurately brought out.

Specification of Letters Patent.

Serial No. 257,659.

Of the drawings, wherein like reference characters designate like or corresponding parts:

Figure 1 is a side elevation of an airplane of the seaplane type having its fuselage or body constructed according to our invention;

Fig. 2 is an enlarged side elevation of the forward portion of the fuselage framework, the dotted lines indicate the outer covering within which the framework is inclosed;

Fig. 3 is a similar view illustrating the fuselage framework construction hereinafter referred to as the tail portion thereof;

Fig. 4 is a top plan view of that portion of the fuselage framework illustrated in Fig. 2. I

Fig. 5 is a similar view of that portion of the fuselage framework illustrated in Fig. 3;

Fig. 6 is an enlarged longitudinal vertical sectional view of that portion of the fuselage hereinafter referred to as the rear cockpit station thereof; v

Fig. 7 is a plan view, partly broken away,

Fig. 6;

Fig. 8 phragm showing its relation to the engine bed and to the inclined strut of the landing gear; and

Fig. 9 is showing its'relation to the engine bed'and to the longerons of the fuselage.

By way of example the fuselage of our invention is shown in the drawings as forming the body of a seaplane or hydroairplane of the tractor single float type. The fuselage or body, designated as an entirety by the numeral 10, is of good streamline section both vertically and horizontally and provided preferably with a forward cockpit opening 11 and-a rear cockpit opening 12. At its forward end it is relatively deep and blunt, the depth, as herein shown being even greater than the gap between the airplane wings or supporting surfaces of the machine. The wing structure, of which the airplane wings form a part, is designated as an entirety by the numeral-13. The wings extend out right and left from the body 10 and as illustrated are respectively negative and positively dihedrally angled. At the tail Patented Oct. 12, 1920.

is a. face view of the forward diaf of that portion of th fuselage illustrated in p a face view of the rear diaphragm end of the fuselage the usual empennage is provided. The empennage herein illustrated comprises the usual vertical stabilizer lfl, horizontal stabilizer 15, rudder 16 and elevators 17, the latter (the rudder and elevators) being so relatively arranged to the fuselage that their axes pass through the fuselage at or near its extreme rear end. At the nose end of the fuselage the machine is equipped with a four-bladed tractor propeller or screw 18, the hub portion 19 of which is streamlined as indicated to continue the lines of the fuselage forwardly to a comparatively blunt entering portion or nose. This construction also is optional. Beneath the engine sectlon of the fuselage (hereinafter more P31110111 larly referred to) the machine is equipped with a landing gear of the single float type. The landing gear herein illustrated comprises struts 20 and 21, the pontoon or float 22 and brace wires 23. The struts 20 and 21 are centrally located with respect to the float 22 to enter the fuselage in the longitudinal vertical'plane of its fore and aft axis. The forward strut 20 is inclined forwardly and downwardly from the fuselage and so positioned relatively to the power plant (not shown) as to terminate within the fuselage directly beneath its (the power plant) suport. p The framework of the fuselage or the fuselage per 86 upon which this invention is predicated is of-the trussed or wired type. It comprises four longerons arranged in pairs, the upper pair of longerons being designated as 24 and the lower pair as 25. The upper pair of longerons, viewed from the side, are substantially straight throughout their full length and terminate forwardly at points rearwardly removed fromthe nose plate 26 of the machine. Viewed from the top these longerons 24 taper gradually toward the rearend of the fuselage to the tail plate 27. At their forward ends they are continued downwardly and in- 'wardly at an angle by draft bars 28 which are fastened to the nose plate 26/ The lower longerons 25 unlike the upper 10ngerons when viewed from the side are curved or convexed downwardly to give the fuselage maximum depth at its engine section. At their forward ends they are directly connected with the nose plate 26 and when viewed from the top curve abruptly inwardly near their forward ends that this connection may be made. Rearwardly they are continued to the tail plate 27 for connection with it in a manner similar to the connections between the tail plate and the upper longerons. The upper and lower longerons on each, side of the fuselage frame work are interconnected by vertical fuselage struts 29, appropriate fuselage fittings 30 being provided for this purpose. These struts 29 together with horizontal fuselage struts 31 interconnecting the pairs of longerons constitute with the longerons themselves the skeleton framework of the fuselage. This framework throughout its full length, and in both horizontal and vertical planes, is trussed or wired as indicated at 32, the conventional Pratt system of trussing being preferably used. If desired, certain of the fuselage struts may be made extra heavy for added strength at points and is fastened to the diaphragm by a special type of socket fitting 35 best illustrated in Fig. 2. In this way the weight of the motor which is located directly above the strut 20 is carried directly into the pontoon of the landing gear. The diaphragm 33, by reason of its U-shaped construction and the upward divergence of the inner edges of the extensions of the U, serves as a distributing agent for the stresses set up in the fuselage while hydroplaning. The diaphragm it will be noted is directly fastened to the four longerons of. the fuselage and as hereinafter explained extends under and provides a support for the engine bed laterally and from beneath. The engine bed (see Fig. 2) comprises engine bed beams 36.

These beams, two in number, are supported by the diaphragms 33 and 34 and by the nose plate 26. The rear diaphragm 34:, like the forward diaphragm 33 is fastened to the four longerons of the fuselage.

In addition to the draft bars 28 which interconnect the engine bed. beams and the upper longerons, wires 37 and 38 are provided. These wires extend right and left from the engine bed and"; interconnect the engine bed beams and the lower longerons.

The wires 37 are fastened to the engine bed at the forward ends of the engine bed beams and to the longerons 25 at the points of connection between the longerons and the forward diaphragm 33. The wires 38 are connected at their forward ends to the engine bed beams at the points of connection between the engine bed and the forward diaphragm and at their rear ends are connected to the lower longerons 25 at the points of connection between the lower longerons and the rear diaphragm 34. Accordingly the thrust of the power plant is distributed uniformly to all four longerons phragm 33 and the diaphragm 33 from the rear.

4 quately and to points in the fuselage strongly braced by the transverse diaphragms 33 and 34.

As a means for strengthening the connection between the forward diaphragm 33 and the landing gear, are provided. The wires 39 interconnect the diaphragm 33 and engine bed beams. They are fastened to the diaphragm at the point of connection between it and the diagonal landing gear strut and to the engine bed beams at the extreme forward ends thereof. They thus not only enter into and form a part of the draft system of the fuselage but they effectually brace the diaphragm at a point where bracing is most needed. The wires 40 interconnect the diathe lower longerons 25. These wires are fastened at their forward ends to the forward ends of said longerons and to the diaphragm at its point of connection with the diagonal strut 20. These wires also brace the diaphragm and in addition provide connections for holding the bowed end of the longerons in place. The wires 41, unlike the wires 39 and 40 brace These wires interconnect the diaphragm and the lower longerons. Said wires collectively (still referring to the wires 39, 40 and 41) radiate from the diaphragm 33 at its point of connection with the forward diagonal strut.

The forward diaphragm 33 is preferably provided with lightening holes 42 arranged to materially lighten the diaphragm without weakening the connections which the diaphragm affords between the related fuselage parts. It will be noted upon reference to Fig. 8 that the construction of the diaphragm is such that a substantially brace is provided between the upper longerons 24 and the diagonal strut 20; that the engine bed beams 36 are braced laterally at an angle to both the upper and lower longerons; that the lower longerons 25, are interbraced and that the strut 20 is directly braced by the lower longerons. diaphragm 34 is somewhat similarly constructed in that it is provided with lightening holes 43 arranged to provide braces between the related airplane parts. This dia: phragm however is lightened to a greater extent than the diaphragm 33 in view of the fact that a direct connection between it and the landing gear is omitted. By constructing the diaphragms in the manner specified the fuselage framework is adebraced at the engine section and the weight of the motor effectually distributed to both lower longerons. In fact, the diaphragms 33 and 34 are so related to the fuselage framework that without them a machine of the character set forth would collapse. The diaphragms, in other words,

wires 39, 40 and 41' The rear not only constitute structural elements of the fuselage, but enter into and form a part ofthe draft system, and the landing gear mounting.

' They also constitute a supporting means and a bracing means for the engine bed. Anti-draft at opposite sides of the engine bed. These wires interconnect the engine bed beams and the forward diaphragm 33. They are fastened to the engine bed beams at or near the rear ends thereof and to the diaphragm 33 at or near its points of connection with the lower longerons.

The cockpit stations of the fuselage, of which there are two in the embodiment disclosed, are arranged in tandem directly behind the engine section. The forward cockpit 11 will be referred to as the pilots cockpit and the rear cockpit 12 as a cockpit for thepassenger or gunner. At the cockpit station the upper longerons 24 are interbraced by a horizontal plate 44. This plate. is preferably constructed of veneer and is designed to take the place of the wiring usually provided at the cockpit station. The bulk head, within the confines of the pilots cockpit station of the fuselage is cut away as indicated at 45 to provide an opening. is located. As a support for the seat 46 wires 47 are provided. These wires, preferably eight in number are arranged four at each side of the seat, two at each side extending upwardly at an angle for connecwires 43 are provided- Beneath thisopening a pilots seat 46 tion with the upper longerons 24 and two T port for the seat and prevents its displace ment under all conditions of flight.

At the passengers cockpit station of the fuselage the plate 44 is provided with a second opening 48 for the passenger or gunner. Beneath this opening a foldable seat 49 is positioned, the seat (see Fig. 7 being hingedly connected to the rear strut 21 of the landing gear which is extended into the fuselage for substantially its full depth. The depth of the fuselage, however, is such that the gunner 0r passenger may stand erect with only his head and shoulders exposed above the cockpit opening. To this end there is provided a support 50 in the nature of flooring. That the full depth of the fuselage may be utilized the flooring 50 is disposed in a horizontal plane'somewhat lower than the horizontal plane of the lower longerons 25. It is suspended from the lower longerons and so related to the cover framework 51 for the bottom of the fusela e as to constitute in reality a part thereof. pon reference to Fig. 6 of the drawings it will be noted that the covering of the fuselage at the pilots cockpit comprises transverse ribs 52 and longitudinal ribs 53. These ribs are designed to support the flooring 50 at the level indicated. Certain of the ribs are directly supported by the rear landing gear strut 21.

In lieu of the conventional crossed wires between the lower longerons at the passengers cockpit station, fuselage wiring such as is indicated at 54 in Fig. 7 of the drawings andFig. 4 of the drawings is provided.

The particular arrangement illustrated is for the purpose of providing an open space directly above the flooring 50. Said wiring comprises wires 55 which extend angularly inwardly from the four corners of the bottom of this particular station of the fuselage, the wires each being fastened to a rectangular band 56 which defines the 0 en space above mentioned. This band is un er direct tension and affords a connection between the opposed lon erons and the adjacent fuselage struts. hile not quite as strong as at the remaining stations of the fuselage the wiring 54 is sufficient and extremely desirable in view of the added space accorded the passenger or gunner. The foldable seat 49, when not in use, may be swun from the horizontal position indicated in Fig. 6 to a vertical position contiguous to the strut 21.

At its tail end the fusela e is rovided with a transverse slot or 0 -set 5 within which the trailing edge beam of the hori zontal stabilizer 15 and the leading edge beam of the elevator flaps 17 are seated. This slot 57 is formed by roviding an offset in the tail plate 27 (see ig. 3). The tail plate is preferably constructed of metal and affords a connection between the four longerons at the tail end of the fuselage. It also provides a means for supporting the tail cap 58 which continues the fuselage rearwardly in substantially streamline form. The axes of both the rudder and elevator flaps extend through the fuselage and the lever arms provided for controlling them are inclosed in the fuselage although not shown. This arrangement is preferred in view of the decreased resistance which said surfaces offer. The details of the empen nage arrangement and the adjusting means for the horizontal stabilizer indicated at 59 are set forth in a co-pending application. This is also true of the landing gear construction and the wing structure and it is for this reason that such parts of the complete machine have not been herein discussed at length. i

If necessary, additional bracing ,may be provided. For instance, the diaphragm 34 is braced as at 60 to prevent its buckling due to compression stresses tion of the machine.

The horizontal plate in addition to its function as a connection between the upper longerons serves as an instrument board setup in the opera- 46 is strong. Upon the outside of the fuselage framework suitable cowling such as is indicated in dotted lines in' Figs. 2 and 3 may be provided. Any number of cover sec,-

tions may be used for supporting the cowling. The type of cover framework shown in Fig. 6, however, is preferred. As there shown the cover offers a support for the flooring 50 and affords the occupant of the cockpit more room.

Since it is impractical to directly interconnect the upper longerons of the fuselage at its engine section steel arches 61 and 62 are used. These arches reach across the fuselage and offer a brace between the extensions of the U-shaped diaphragms 33 and 34.

They are interbraced by wires 63 cross-arranged and not only transversely strengthen the fuselage but serve as supports for the upper airplane wings.

While we have described our invention in detail in its present preferred embodiment, it will be obvious to those skilled in the art after understanding our invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. We aim in the appended claims to cover all such modifications and changes.

What is claimed is:

1. In an airplane fuselage, the combination with a power plant inclosed in the fuselage, of a draft system for the power plant including longerons, an engine bed, two diaphragms extending under the engine bed to support it from beneath, the diaphragms being in turn supported by the longerons,

and wire connections between the engine bed and the longerons arranged at opposite sides of the engine bed to extend rearwardly and outwardly therefrom at an angle, the connections at their forward extremities being fastened to the engine bed at the points of attachment of one of the diaphragms and the connections at their rear extremities being fastened to the longerons at the points of attachment of the other diaphragm.

In an airplane fuselage, the combination with the landing gear including a center strut as a structural element thereof, the strut for a portion of its: length being extended into the fuselage, of an engine bed inclosed in the fuselage, and a diaphragm extended under the engine bed to support it from beneath, said dlaphragm being fastened to and inclined within the fuselage in the direction of the strut.

3. In an airplane fuselage, the combina tion with a landing gear including a forwardly inclined center strut as a structural length being extended into the fuselage, of an engine bed inclosed in the fuselage, a diaphragm extended under the engine bed to support it from beneath, the width of the diaphragm being substantially equal to the width of the fuselage at the point where the diaphragm is located, and a connection between the inclined strut and the diaphragm inclosed in the fuselage and situated directly beneath the engine bed.

4. In an airplane fuselage, the combination with a landing gear including a forwardly inclined strut as a structural element thereof, the strut for a portion of its length being extended into the fuselage, of an engine bed inclosed in the fuselage, and a diaphragm extended under the engine bed to support it from beneath, said diaphragm being fastened to and inclined within the fuselage in the direction of the strut.

5. In an airplane fuselage, the combination with a landing gear including a diagonal strut as a structural element thereof, of an engine bed inclosed in the fuselage, a diaphragm extended under the engine bed to support it from beneath, said diaphragm being fastened to and inclined within the fuselage in the direction-of the strut, and connections between the diaphragm and the sides of the fuselage arranged radially about the point of attachment of the strut with the diaphragm.

6. In an airplane fuselage, the combina-- tion with a landing gear including a strut as a structural element thereof, of an engine bed inclosed in the fuselage,ia diaphragm extended under the engine bed to support it from beneath, a connection between the diaphragm and the strut, and connections between the diaphragm and the sides of the fuselage arranged radially about the connection between the diaphragm and the strut.

7. An airplane fuselage, the combination with a landing gear including a strut as a structural element thereof, of an engine bed inclosed in the fuselage, a diaphragm extended under the engine bed to support it from beneath, a connection between the diaphragm and the strut, and connections-between the engine bed and the diaphragm arranged radially about the connection between'the diaphragm and the strut.

8. In an airplane fuselage, the combina- I tion with a landing gear including a strut as a structural element thereof, of an engine, bed inclosed in the fuselage, a diaphragm extended under the engine bed to support it from beneath, a connection between the diaphragm and the strut, and connections respectively between the engine bed and the diaphragm and the diaphragm and the sides of the fuselage arranged radially about the connection between the diaphragm and the Strut.

9. In an airplane fuselage, an engine bed,

port it from beneath, and an arched connec-' tion between the legs of the diaphragm ex-' tended up and over the power plant and within the fuselage to transversely brace the fuselage at a point remote-from the bight portion of the diaphragm.

10. In an airplane fuselage, longerons. a horizontal plate connecting corresponding longerons, and a seat for an occupant inclosed in the fuselage beneath the plate, the plate in the vicinity of the seat being cut away to provide a'cockpitopening.

11. In an airplane fuselage, longerons, a horizontal plate connecting corresponding longerons and supplanting the usual: wire provided therebetween, and a seat for an occupant inclosed in the fuselage beneath the plate, the plate in the vicinity of the seat be- 1ng cut awayto provide a cockpit opening.

12. In an airplane fuselage, longerons, a horizontal plate connecting corresponding longerons and supplanting the usual wire connections provided therebetween, and a seat for an occupant inclosed in the fuselage beneath the plate, the plate in the vicinity of the seat being cut away to provide a cockpit opening, that portion of the plate surrounding the opening affording an instrument board accessible to the occupant of the seat.

13. In an airplane fuselage, an upper pair of longerons, a lower pair of longerons, and a support for an occupant suspended from the longerons in a manner such that the horizontal plane of the support is lower than the corresponding plane of the lower 1ongerons.

' 14:. In an airplane fuselage, an upper pair of longerons, a lower pair of longerons, a horizontal bulk head connecting the upper longerons, said bulk head being provided with a cockpit opening, and flooring in the fuselage suspended beneath said openin from the lower longerons.

15; In an airplane fuselage, an upper pair 7 of longerons, a lower pair of longerons, a horizontal plate connectlng the upper longerons and supplantlng the usual wire connections therebetween, said plate being prorangement of the wire connections directly beneath said cockpit opening being such that an unobstructed open space is provided in the plane of the lower longerons, and flooring suspended from'the lower longerons to underlie said open space, the horizo tal plane of the flooring being below the horizontal plane of the lower longerons.

17. In an airplane fuselage, an upper pair of longerons, a lower pair of longerons, fuselage struts, a cockpit, flooring for the cockpit supported by the lower longerons, the horizontal plane of the cockpit flooring being lower than the corresponding plane of the lower longerons, and wire connections between the lower lon'ger'ons at the cockpit station of the fuselage arranged directly above said flooring in a manner such that an open space is provided within which the oc-. cupant of the cockpit may stand.

18. In an airplanefuselage, the combination with an aerofoil surface of the empennage, of longerons, fuselage struts, and a metal tail plate at the rear end of the fuselage, said tail plate being inset at opposite.

sides of the fuselage to provide recesses within which a structural element of the aerofoil is seated, c

In testimony whereof we hereunto aflix our signatures.

WILLIAM L. GILMORE. A JOSEPH F. MEADE. 

